Cabin locking and actuating mechanism



19, 1952 J: R. CLARK ETAL 2,607,551

CABIN LOQKING AND ACTUATING MECHANISM Filed June 8, 1948 4 Sheeis-Sheet 1 s INVENTOR. John 72. Clark y Roland Cierxaly AT TORNE'Y Aug. 19, 1952 J. R. CLARK ET AL 2,507,551

CABIN LOCKING AND ACTUATING MECHANISM Filed June 8, 1948 4 Sheets-Sheet i2 INVENTOR. John 71. Clark BY fiozdnd Ckrzstg db} 63 67M ATTORNEY Aug. 19, 1952 J. R. CLARK EIAL CABIN LOCKING AND ACTUATIING MECHANISM Filed June 8, 1948 4'Sheets-Sheet. 5

L mum/ I INVENTOR JO 72. cm) a fllanop C hnaT y ATTORNEY A g- 1952 J. R. CLARK ET AL 2,607,551

CABIN LOCKING AND' ACTUATING MECHANISM Filed June 8, 1948 4 Sheets-Sheet 4 V INVENTOR. 7/0)": H. C Iark y Hohzncl Chrzsly ATTORNFJY Patented Aug. 19, 1952 CABIN LOCKING AND ACTUATING MECHANISM John R. Clark, Stratford, and Roland Christy, Milford, Conn.,..assignors to United Aircraft Corporation, East Hartford, Conn., a 'corpora tion of Delaware Application June 8, 1948, Serial No. 31,792

This invention relates to airplanes and particularly to cockpit and cabin sliding enclosures and improvements in mechanisms for operating the same.

It is an object of this invention to provide an improved sliding enclosure for airplane cabins and cockpits which can be-manually or power operated by the pilot.

Another object of this invention resides in providing a sliding cockpit enclosure with a mechanism which permitsmanual or power operation of the canopy and also permits the canopy to be positively locked in the fully open or closed positions.

Another object of this invention is to provide an improved mechanism and sliding enclosure for an airplane which permits the enclosure to be held in any intermediate point between the fully open and closed positions.

A still further object of this invention is to provide a power operated-sliding canopy for an airplane in which the power means can be made inoperative in order to permit manual movement of the canopy.

A still further object of this invention is to provide a safety latch for the closed position of a cockpit sliding enclosure which must be manually released before the canopy can be hand operated but which is automatically released upon use of power to open the enclosure.

A further object of this invention is to provide a cockpit canopy open position safety latch in combination with the foregoing, the open position safety latch being manually releasable for either power or hand movement of the enclosure.

These and other objects of this invention will become readily apparent from the attached drawings and the detailed description thereof.

In these drawings:

Fig. 1 is a perspective view of an airplane cockpit and indicates generally the operating mechanism according to this invention;

Fig. 2 is a side elevation of the track mechanism including the cockpit canopy carrier and power mechanism for moving the latter;

Fig. 3 is a detailed perspective view of the components of a canopy carrier assembly;

Fig. 4 is a detailed perspective view of the canopy carrier and indicates its engagement with the safety latch which holds the canopy in the closed position; 7

Fig. 5 is a partial perspective view-indicating the mechanism for disabling the power operating mechanism for permitting manual movement of the canopy including the lever system for man- 6 Claims. (o1. 244 12 1)' ually unlocking the closed position safety latch;

Fig. 6 is a detailed perspective view of the pilot's control handle and connecting mechanism for selecting the power or manual operation'for the canopy; f

Fig. '7 "is a detailed perspective view of the canopy full open position safety latch;

Fig. 8 isa schematic diagram indicating the forces acting on the canopy carrier to auto-5 matically release the canopy closed position safety latch upon power movement of'the canopy toward the open position; and

Fig. '9 is a detailed perspective view showing the mechanism for unlocking the canopy so that it can be removed from the airplane.

Fig. 1 indicates the cockpit section of an .airplane fuselage l0 having a windshield l2 and a sliding enclosureor canopy M. The canopy is mounted to the airplane structure on eachside of its forward end by means of pairs:of rollers lfi'which engage the tracks I! longitudinallydisposed. on each side of the'cockpit section. The canopy is also attached at a-point along alongitudinal center line and intermediate its fore and aft ends to the double track assembly [8 by the canopy carrier generally indicated at 20. The canopy carrier 20 is slidable along the track assembly l8 thereby permitting the canopy to be rolled fore and aft "to open and close-the cockpit. The track assembly I8 is normally-attached at its: aft end-to the airplane structure andat its forward end to the plate fitting -19 which in turn is bolted to the rear face of the pilots armor plate (not'shown). e

A pair of cable drums 22 and 24, each of which carries one end of the actuating cable 26,,can be power rotated by the hydraulic actuating piston assembly 28 inorder'to move the canopy carrier 20 fore and aft, the canopy arrier being securely fastened to the actuating cable 26. A two-way electrical switch 30 located in the cockpit may be connected by electrical conductors 30a to asolenoid valve 3| or other fluid controlling device'for directing pressure to either side of the actuating piston 28 to produce motion in the desired direcf tion. A selective control 34 for permitting power or manual operation of the canopy is located on the right-hand side of the pilots compartment. A handle 35 is provided on the outer surface of the cockpit for remotely moving the selective control from the outside of the airplane.

handle 36 is spring biased fluslrwith the outer skin of the airplane, being held in thisposition by a latch 38. Pushing in on the latch 38 causes the handle 36 to spring outwardly thus permit 3 ting the pilot or ground handlers to grasp and rotatethe handle. Movement of the handle 36 causes the cable 45 in turn to operate the selective control 34. A more detailed description of this control mechanism will follow hereinafter. However, for purposes of clarity at this point in the description, operation of the control 34 moves the cable 42 which, via the mechanism generally indicated at 44, operates a Icy-pass valve thereby allowing free circulation of fluid between either side of the actuating piston 28 for permitting manual operationof the canopy.

The mechanism 44 functions in such a manner 4 thus causing the pinhead to constantly engage the side of the track I8.

In addition, the cable fitting 82 contains two forwardly diverging flanges 94 which at their forward ends contain the sloped surfaces 96 and the slots 98. The slots 98, as seen in Fig; 4, engage the pins I86 on the hooks I02 which protrude from the shaft I64 and form the safety latch for holding the canopy in the closed position. At

1 the same time that the cable attaching fitting engages the hooks I22 the plug 86 enters the aperture I66 of the fitting I9, better seen in so as to simultaneously release a canopy closed position safety latch which is mounted on the aft side of the plate fitting I 9. V I V A canopy full open position safety latch 46 which is mounted on one of the tracks I! auto- 7 matically locks the canopy in the full open positionand prevents forward movement in case of jars or hard landings and the like. The aft position safety latch must be manually released by the pilot before the canopy can be moved forward by h and or power. The operation of the safety latches for the canopy full open and closed positions will be described hereinafter.

Referring now to Fig. 2, the track assembly I6 carriesthe bracket assembly 50 to which is attached the drum mounting shaft 52. Thecable drum 22 and the drum 24 are rigidly attached to the shaft 52 as is the pinion 54. A rack 56 normally engages the pinion 54 and is integral with the extensible arm 58 which is reciprocated by the hydraulic actuating piston assembly 28. An eccentric shaft 62 is also carried by the bracket 50and carries a fixed handle 64. Rotation of the handle 64 about the center of the eccentric shaft .62- permits disengagement of the rack 56 from the pinion 54; The actuating cable 26, whose ends'are oppositely wound on each of the drums 22 and 24, is aligned along the center line of the track assembly I8 by the fore and aft pulleys 66 and 68, respectively, and also the guide pulley III. The canopy carrier assembly rides on the track I8 and is'afiixed to the cable 26. It is apparent thenfthat operation of the actuating piston 28 willlcause linear motion of the rack 56 thereby rotating the pinion 54 and the drums 22 and 24 to move the canopy carrier assembly 20 which in turn, being connected to the canopy I4, will impart motion to the latter.

The canopy carrier 20, as seen better in Fig. 3; consists of an upper roller assembly 80 and a lower cable attaching fitting 82. The upper roller assembly 89 carries two sets of rollers 84 on each side thereof which engage the track I8. A plug 86 protrudes forwardly from the center of the roller assembly 80 for engagement with an aperture on the aft side of the plate fitting I9 when the canopy is in the fully closed position. An upstanding cylindrical portion 81 on the assembly ,86: provides the main connection between the canopy proper and the operating mechanism while the aft end of the roller assembly 80 contains a horizontally apertured tongue 88 which engages the groove 90 in the cable fitting 82. A- protruding guide sleeve 9| on the cable fitting 82 receives a spring loaded pin 92 which enters the aperture and normally holds the tongue 88 within the groove 90 thereby forming a pivot connection between the roller assembly 80 and thecable fitting 82. The pin 92 is biased toward a disengaged position with theguide sleeve SI In operation, as the canopy carrier 28 approaches the extreme forward or closed position, the pins II) on the hooks I02 abut the sloping surfaces 96 (Fig. 4) on the flanges 94 thereby causing the pins ID to raise the hooks I02 so that the step portion I68 on the hooks I42 are forced into locking engagement with the sears III] on the lower surface, of the roller assembly 80. Since the canopy I4 is fixed to the upstanding cylindrical portion 81 of the roller assembly it will also be locked in the forward position by the safety locking mechanism just described.

The hooks I62 are mechanically releasable for manual movement of the canopy toward the open position by operation of the selective control 34 in the pilot's cockpit or by movement of the handle 36 which is located on the outer skin surface of the cockpit. As previously mentioned, movement of the selective control operates the cable 42, now seen in Fig. 5. The cable 42 connects with the free end of the arm II6 which is pivotally connected at II8 to the pilots armor plate or to the airplane structure I20. The arm H6 carries an upstanding ear I22 which is pivotally attached to the link I24 intermediate the ends of the latter. A bifurcated guide member I26 straddles both the arm H6 and the link I24 to prevent misalignment and limit the relative movement between the arm and the link. A rod I38 interconnects one of the free ends of the link I24 to the crank I32 which is rigidily attached to the shaft I04 and its integral hooks I2. The rod I30 is normally held in the upper position by the spring I 34. The other free end of the link I24 has a connection to the cable I36 which controls the lever I38 on a by-pass valve I40. A spring I42 having identical characteristics with that of the'spring I34 normally biases the lever I38 in a position which keeps the by-pass valve I40 closed.

The by-pass valve I40 when in its open position permits trapped hydraulic fluid to circulate between the hydraulic lines I44 and I48 so that the shaft 58 of the actuating piston 28 can be freely moved fore and aft. This operation, it will be evident, permits the rack 56 (Fig. 2) alsoto move freely so that the canopy which is connected to the canopy carrier 20 can be moved manually fore and aft.

It will be noted that when the cable 42 is pulled in the direction of the arrow in Fig. 5, the pivot arm H6 is moved downwardly thereby causing the entire link I24 also to move downwardly. This in turn causes simultaneous movement of the cable I 36 which opens the by-pass valve I49 and also causes'downward movement of the rod I30 which rotates the crank I 32 and the shaft I64 to lower the step portions I68 of the hooks I02. Should these step portions be in the position shown in Fig. 4, they will be disengaged from the sears III) on the roller assembly 80 thereby freeing. the latter Ito permit the Y aft movement of the canopy.

:Aspreviouslymentioned, the operation ofcthe by-pass valve and the latch release mechanism is controlled via the cable 42 by the selective control 34 in the pilots compartment. This unit, as. seen in Fig. 6, consists of a. shaft I60 to which is pivotally connected the controlhandle I62, the link I64 and the arm I66. The control-handle I62 contains an arcuate slot I68 which receives a pin I rigidly affixed to the link I64. The end of the cable 42 runs over the pulley HI and is connected to the link I64 by the cable fitting I12 which in turn isconnected directly to the .pin I10. It is then apparentthat when the pilot moves the handle I62 from the power to the manual position (aft fromthe'position shown in Fig. '6) the pin I10,'which is engaged with the forward end of the slot I68, will be moved rearwardly thereby moving .thecable 42. The cable '40 which is op erated by the handle 36 on theouter skin surface of the cockpit is attached to the arm I66 intermediate the ends of the latter and is biased into a forward position by the spring I-13. When the handle 36 is moved, the cable 40 is pulled aft thereby rotating the arm I66 against the tension of spring I13so that the free end of the arm I66 engages the pin I14 which is rigidlyafflxed as a cross bar member to the free end of the link I64. Further movement of the cable '40 will cause rotation of the link I64 and correspondent movementof the cable 42. It will be noted that operation of the handle 36 will not move the handle I62 since the pin I10 is permitted to slide freely inthe arcuate slot I68. Immediately upon release of the handle 36, the spring I13 will return the controls to the Fig. 6 position.

Aspreviously described in connection with Fig. 1 the open position safety lock mechanism 46 is mounted on the track I1 which extendsalong the right-hand cockpit wall. As shown more clearly in Fig. 7 the lock 46 includes an inverted channel shaped bracket generally indicated at I80 which is secured by suitable bolts (not shown) to the track I1. The bracket I80 has a Web I8'I and depending downwardly disposed parallel flanges I82, which are connected to a member I83 attached to the lower portion of track I1. The member I83 locates bracket I80 and the lock actuating mechanism carried thereby so that it lies beneath the level at which the rollers I6 and brackets I84 normally travel as the canopy is moved to the fully open position. The locking mechanism further includes a stop member, or lever I85 located between flanges I82 which is fulcrumed intermediate its ends on. a pin I86 supported in flanges I82. Stop member I85 extends aft of bracket I80 above the web I8I and through a passage in track I1 into a position in which its upstanding end is in front of rollers I6 when the canopy I4 is in its full open position. In this position the canopy I4 is positively locked in the open position by the engagement of rollers I6 with the abutment face I88 of lever I85.

The stop lever I85 is bifurcated at its forward end to receivea trip member I 89 pivoted'on a pin I90 fixed in lever I85 and also carries a rigid shaft I9I- which projects inwardly into the cockpit and is provided with a. knob I92 on its innermost end in aposition to be easily grasped by the pilot. A flat tension spring I93 extends between the furcations of lever I85 and is pi-vdtallyat:-

tached to shaft ISI by having its end coiled about the section of shaft I9I which extendsbetween these furcations. The other end of spring I93 is coiled abouta pin I 94 which extends betweenthe depending flanges I82 of bracket I; It will be noted that the axis of the shaft I 9I infthe. down, or locking position, of knob I92 (shown .inFig. :7). is located below a straight line connecting pins I86 and I94, whereas the shaft I9I will'lie above this line between pins I 86 and I94 when the knob is moved upwardly to retract the lever I85. Thus, it will be evident that the spring I93 acts to hold the lever I in its up or down position, whenever it is moved into either position by the knob I92.

- The lock mechanism is also provided with a trip lever I89 having aforwardly extending toe I95 which overlies the coiled end of spring. I93 on shaft I9I and an upstanding trip lever I96 which in the down position of knob I92 .is depressed below the web I8I. In the up position'of knob 1I92 the trip lever I96 projects through theaperture I81 in the web I8I into a po-sitionin which it can be engaged by the rollers I6 of bracket I84.

In operation then when the canopy. is moved toward the full open position the rollers I6 move along track I1 until the lowest roller strikes face I91 of lever I85. The roller forces lever I85 down but does not depress the lever below' a point sufof lever I85 down. Spring I93 will maintain lever I85 down since it is now acting above the line between pins I 94 and I86.

I92 moves up, the trip lever I96 also moves up so that the rollers I6 when moving forward will necessarily engage the trip lever I96 forcing it down again and, in turn pushing the lever I85 back into a position wherein it automatically locks the canopy when the latter is again moved to the full open position. In this locked position the trip lever I96 is again moved below a line between pins.

I94 and I86, thereby permitting the spring I93 to maintain the lever I85 in the engaging position for the next full opening of the canopy.

The aft lock 46 and associated mechanism just described vli's more fully described and claimed in Patent No. 2,505,651 dated April 25, 1950.

Although the hooks I82 are mechanically re..-

lea sable from engagement with the "scars 0' on the cable fitting 80, any aerodynamic forces acting on thecanopy (lprior tomechanical release) will not affect the forwardly locked position of the canopy. Therefore, the cockpit enclosure will be positively latched under all fiightconditions without being jarred loose. However, due to the pivotal connection (-pin 92) between the roller assembly 80 and the cable fitting 82, power movement of the canopy toward the open position will automatically unlatch this safety lock. -As seen better in Fig. 8, movement of the actuating cable 26 in the direction of the arrow will produce a force which acts through the moment arm ac about the pivot pin 92, thereby imposing a downward movement to the fianges-94which in the locked-position are engaged with the'pins I00 on the hooks I02. The downward motion of the flanges 94 will,jof course, cause the hooks I02 to rotate downwardly out of engagement with the sears IIO (Fig. 4) on the roller assembly 80 per- However, as the knob fitting 82.

mitting the latter to move rearwardly under power. Relative pivotal motion between the roller assembly 80 and the cable fitting 82 during the automatic unlocking operation is aided by the fact thatthe plug 86 on the assembly 80 is in communication with the aperture I06 in the plate fitting I9 thereby preventing any downward movement of the forward end of the roller assembly 80. It should be noted that once the canopy is'latched in the closed position any play that may exist in the cables between the actuating mechanism and the canopy carrier 20. will not advers'ely affect the security or operation of the canopy.

A releasing device is provided to permit rapid removal of the canopy from its operating mechanism and the airplane. To this end a handle 200 is provided (Fig. 9) which is attached to one of i the outboard sides of the track assembly I8 by means of a bracket 202. This handle is biased by the spring 204 into a normal locked position. The handle 2% is connected 'by a rod 206 to one arm of a bifurcated bell crank 208 which is pivotally connected to-the track I8 adjacent the aft extremity of the latter by a bracket 2 I and a pivot pin 2I2. The free endvof the bell crank 2013 contains a U-shaped slot 2 I4 which engages the pin 92 when the canopy is moved to the extrem aft position.'- Since the pin 92 is sprin loaded, it will tend to move'outwardly from the socket SI when it reaches the slot 2I4. In this position; the enlarged head of the pin 92 is readily grasped by the lips forming the slot 2I4 so that when the handle 260 is rotated, the pin 92 will be completely withdrawn from the socket 9| thereby disengaging the roller assembly 80 from the cable From this point on, the canopy I4 and the roller assemblytll can be moved farther aft and'out of engagement with the ends 2H5 of the track assembly I8. Prior to complete removal of the canopy I4 and the roller assembly 80, it is necessary that the handle 64 (Fig. 2) be rotated sufficiently so that the eccentric shaft 62 will permit disengagement of the rack 56' from the pinion 54. The disengagement of the rack 56 from the pinion of course will permit free movement of the canopy I4 and the roller assem bly 89 beyond the maximum limits of the rack 55. In operation then, when the pilot Wishes to power operate the canopy I4 he moves the electric selector switch 30 which energizes a solenoid valve 3I in order to direct hydraulic or pneumatic pressure to eiher side of the actuating piston of piston assembly 28. The piston will in turn actuate the rack 56 in orderto rotatethe sprocket 54 and the drums 22 and 24. The rotary motion of the drums is transmitted through the cable 26 to the canopy carrier 20 and the canopy I4 which is rigidly attached thereto. In case the canopy is being moved from the fully closed position to an open position the cable attaching fittin B2 of the canopy carrier 20 will have moments set up therein which will tend to release the safety latching hooks I62 on the spring loaded shaft I04 from the sears III on the lower surface of the roller assembly 80 thereby automatically unlocking the safety latch and permitting the aft movement of the canopy.

Should it be desirable to operate the canopy by hand, the pilot moves the handle I62 on the selective control 34 to the manual position thereby transmitting this movement via the control cable 42 to the pivot arm IIG which simultaneously releases the hooks I02 from the roller assembly 80 and opens the by-pass valve I40 to allow free circulation of fluid between the opposite ends of the piston 28. The canopy can then be moved manually fore and aft. The sam operation results from movement of the handle 36 which is located on the outer skin surface of the cockpit and which was described heretofore.

Once the canopy is moved to the full open position the aft position lock 46 wil1 have been tripped so that the lever I prevents forward mo-ve-' ment .of the rollers I6 and therefore the lock must be manually released 'by operation of the control knob I92'by the occupant before either power or hand movement of the canopy can be effected toward the closed position.

It will beunderstood, of course, that the canopy. can be hydraulically held in any intermediate position between the fully opened and fully closed positions by returning the two-way electrical switch 30 to its neutral position after a desired power movement of the canopy has been effected.

As a result of this invention it is readily apparent that a simple rugged and compact mechanism has been provided for hand or power operation of an aircraft cockpit enclosure.

Further a mechanism has been provided which positively safety locks the canopy in thefully closed or =-open positionso that hard landings, bufieting'or other similar ilightconditions .will not jar the canopy loose from either of the aforementioned positions.

Additionally, a canopy is provided which can be firmly secured in any intermediate position between the fully closed and open stations,

Although only one embodiment of this invention has been described and shown in the accompanying drawings, it will be evident that various changes and modifications can be made without materially departing from the scope of this novel concept. a

What it is desired by Letters Patent is:

1. In an airplane having a cockpit, the combination of a sliding canopy for said cockpit, mechanism for locking said canopy in any adjusted position thereof includingpilot controlled power operated reciprocating mechanism for moving said canopy between open and closed positions, manually operated means for disabling said power operated reciprocating mechanism to permit manual movement of said canopy, means for safety locking said canopy in its closed position comprising cooperating detent means car'- ried by said airplane and said canopy, and releasing means connected to said manually operated disabling means and actuated in response to operation of the same for disengaging said detent means.

.2. In an airplane having a cockpit, the combination of a sliding canopy for said cockpit, mechanism for locking said canopy in any adjusted position thereof including a pilot controlled hydraulic strut for moving said canopy between open and closed positions, means for safety locking said canopy in its closed position comprising cooperating detent means on said airplane and canopy, an operative cable connection between said mechanism and said detent means whereby the latter is automatically released upon initial operation of said hydraulic strut, and manually operated means for disabling said strut and said safety locking means to permit manual movement of said canopy.

3.-In an airplane having a cockpit, the combination of a sliding canopy for said cockpit, mechamsm for locking said canopy in any adjusted position thereof including pilot controlled hydraulic strut means for moving said canopy between open and closed positions, latch means for safety locking said canopy in its closed position, means responsive to movement of said canopy out of closed position by said hydraulic strut means for unlocking said safety locking means including an operative connection between said mechanism and said latch means, and mechanism for conditioning said canopy for manual operation including manually operated means for disabling said strut means and said safety locking means.

4. In a safety locking mechanism for a cockpit sliding canopy to cover the cockpit of an airplane, a carrier slidably mounted in said cockpit, said carrier comprising an upper assembly connected to said canopy and a lower assembly pivotally connected to said upper assembly, a support for said lower assembly mounted on said airplane, a power source having a cable connected to said lower assembly for first pivoting the latter on said support and for subsequently effecting linear motion thereof, latch mechanism in said cockpit cooperating with said upper assembly for securing said carrier against linear movement, and means for releasing said latch mechanism to permit movement of said carrier in response to movement of said cable by said power source including means on said lower assembly responsive to pivotal movement of the latter by said cable for operating said latch mechanism.

5. In a safety locking mechanism for a sliding canopy to cover the cockpit of an airplane a power source, a canopy carrier, said carrier comprising a roller assembly having the canopy connected thereto and a cable attaching member pivotally connected to said assembly, a cable connecting said power source to said member at a point spaced from said pivotal connection for pivoting said member and thereafter transmitting motion to said carrier, cooperating detent means mounted on said airplane and on said assembly for securing said carrier in locked position against external forces acting on said canopy, and abutment means on said member 10 spaced from said pivotal connection and responsive to pivotal movement of said member by said power source for releasing said cooperating detent means.

6. In a safety locking mechanism for a sliding enclosure to cover the cockpit of an airplane, a carrier assembly connected to said enclosure and slidably mounted on said airplane for carrying said enclosure between fully opened and closed positions, said assembly comprising upper and lower pivotally connected members, power operated reciprocating mechanism connected to said lower member for moving said assembly, latch mechanism mounted on said airplane, a detent on said upper member, cooperating guide elements on said latch mechanism and on said lower member for engaging said detent with said latch mechanism when said enclosure is moved to its fully closed position, and an operative cable connection between said reciprocating mechanism and said lower member for tilting the same whereby said detent is disengaged from said latch mechanism during initial operation of said reciprocating mechanism.

JOHN R. CLARK. ROLAND CHRISTY.

REFERENCES CITED 7 The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,799,145 Bischof Apr. 7, 1931 1,874,465 Davis Aug. 30, 1932 2,116,446 Nishimura May 3, 1938 2,280,368 Bassett Apr. 21, 1942 2,424,245 Martin July 22, 1947 2,482,004 King Sept. 13, 19 19 FOREIGN PATENTS Number Country Date 556,284 Great Britain Sept. 28, 1943 562,808 Great Britain July 1'7, 1944 

